Air-brake system.



No. 867,533. PATBNTED 0G11, 19m.

` ENfRANsoM. K AIR BRAKE SYSTEM.

AEPLIOATION FILED JULYHJLQBO.

,drawings 'UNITED sursis-'PATENT Ormes.

; similiar` N. RANsoM, oF CLEVELAND, o'nio, AssieNoR 'ro GENERALnLEofrRio COMPANY, A

' ooRPoRATIoN or NEW YORK.

I' AIR-BRAKE. sys'rnivf.

Specication of Letters Patent..

.Application iiled July 10,1905'. Serial R75. 268,923-

of Cuyahoga and-State of Ohio, have invented a certain new and usefulImprovement in Air-Brake Systems,

" of which the. following is a full, clear, and exact description,reference being hadto the accompanying This invention is an improved airbrake system, by which the 1brakesmay-be operated either by straightairpressure controlled by an operator, or will act autol dmatically,inan emergency, when the pressure in the automatic train pipe is reducedeither by breaking of he couplings, or the opening of the valve,automaticf Referring tothe parts by'letters A represents the l'mainreservoir; -B the auxiliary reservoir; C the brake cylinder; D thestraight air train pipe, arid'E the al1- A tomatic air train pipe. The.straight air train pipe is 'connected with themain reservoir through anengineersvalve F of familiar form. The automatic air train pipe is Afedfrom`the straight air system through a pipe Qwhich' connectsthe'twotrain pipes and contains a v-check` valve at'fg opening toward theautomatic train' g 3o-'pipe E.

represents al valve 'casing containing a valve chambery and having threeAports g, g2,` and vg3,-of which the two former lead from the ends ofthe valve chamber and are connected respectively with the pipes land Kwhich are in turn connected with the train pipe E and reservoir B. Theport g3 leads from one side of the valvey chamber, and near one end'thereof,said port being in aposition that it is' covered by the valve IIwhen the latterl is at one end. of the valve chamber.

There is also a assage connecting'the train pipe E with l the cylinder Bso that air may flow from the former to the latter; butlmeans should beprovided for prevent-- lirfg the air `flowing in thereverse directionl-AI"`or convenience this passage way may be a small duct g4 in the valvecasing'. 'A check valve is not necessary in the duct, altlio'ugh it.would do no harm, because the duct may be -,very small, and itcommunicates-with the valve chamber g. at a point'where .it willl becovered by valve I alrtost immediately after said valve ;is movedv fromits Anormal position; Said normalposition is that shown in he drawing,where the valve is closing ports g2,g3, isuncovering'port g and the ductg4, andthe valve maybe held in that position' by a light spring S.

valve casingfR substantially like that which is shown in my priorlpatent No. 780,813, is connected, as.

by pipe N, with the port g3 above mentioned.. This casing contains acylindrical valve chamber r having at one end 'two ports r and r2 withwhich the pipe N and "pipe:r N"' are respectively connected, the latterpipe being'connecteddirectly with the brake cylinder C. This valvecasing has another port r" at the op'- posite e'nd of the chamber r,which is connected by a pipe df-with the straight air train pipe. Italso contains a porta-*,whichconnects the port' .T2 with that end of thevalve Achamber at which is the port r3. This valve chamber containsVa'slidng valve T whose normal position is in that end of Vthe. valvechamberrfrom which the ports r and r2 lead.'l :And it4 may always-bmoved to that position .by allowing a little' air to flow intothe valvecasing from the straight. air train pipe.

Patentamt-.1,1901 Y Ordinarily the straight'air 'train pipe does notcontaineir under pressure, but the automatic train pipe vE does. Airwill always'flow into the automatic train pipe through pipe Q when thestraightair train pipe is full of air, as it' is when the brakes are.applied by straight air. The aniram the train pipe E will nowlflewthrough'the pipe l into -the valve chamber g and thencel by way of theduct gf* into the auxiliary reservoir.l Wherefore the pressure in saidreservoir and trainl pipe will-become equal to `*the air'pressure inyreservoir A. When air isallowed to escape from the straight airpipe,'the check valve at q holds the air in. To set brakes by thestraight air, ope operatesfthe engineers' valve F.- The air will flowthrough the train pipe D into the valve casing R, lwhere it,wi1l'v movethe valve T so that port #will be uncovered,'.

--wlierefore the air will flow through jsaid port '14 to the brakecylinder.y The pressure inthe brake cylinder is relieved. by theoperation of thevalve F. New, to set the brake by automatic` air,.the.pressure in the automatic train pipe is reduced. This may be accom--fplished by means of the conductors or emergencyvalve Ff, or by thebreaking oi the coupling a, or in any other way. The pressure 'beingthus reduced, the

' will iow into vthe pipe N. andthence. into the valvechamber R, causingthe valve T to move 'to the otherend ofthe valve chamber, and then thelair will pass out of the port r2 into pipe N and to the brake cyl inder.l

To release the brakes, when 'setiby the automatic air, andto restore.the lautomatic air system' to operative condition, the pressure thereinis made superior to the pressurein reservoir B; The valvel will thenmoveA to the position Ashown in the drawing' and airwill How thespecific constructions shown, but merely for con# through the duct g4into the auxiliary reservoir B until the pressure therein is the sameasjhe pressure in said train pipe. The automatic system is 'now readyoruse again. L The air is then allowed to escape from the straight airtrain pipeby moving valve F, and simultaneouslythe a'ir will escape.from the brake cylinder.

The reference characters employed in the claims are notused for thepurpose bi limiting' the claimsfto venience in determining what pointsare referred to..

Having thus described my invention, I claim: 1. In an air-brakesystem,the combination of -the main p reservoir, the automatic train pipe,connection between said reservoir and pipe, a check valve in saidconnection lopening toward the automatic train pipe, an auxiliaryreservoir, a valve casing interposedbetween the automatic train pipe andauxiliary reservoir-,said casing containing a valve chamber which hastwo ports leading from o'pposite ends'of saldvalve chamber and arerespectivelycom.

nected with. the automatic train .pipe and auxiliary -reservoir, and hasalso ya port leading from the s ide of sald-val've'chamber, a brakecylinder, a connection between said brake cylinder andrthe last namedport, a valve in said valve casing, a spring normally moving 'said valveso a's to cover the side port and that end port which is connected withthe auxiliary reservoir, said -valvey casing.- also containing. a smallduct connecting the port which is connected with the auxiliary reservoir-with the s ide of that end of the valve chamber which is connectedwiththe-automatic train pipe.

,2. In an air brake systemfthe ,combination of the brake cylinder,thezmain reservoir, the automatic train pipe, with the auxiliaryreservoir, a valve casing containingl a valve chamber and having threeports of which the ports g', g2

lead from opposite ends of said valve. chamber and are 'connected with.the automatic train pipe and the auxiliary reservoir-respectively, andthe port gf1 leads from one side of the -valve chamber and is connectedwith the brake cylinder-,ond a sliding valve fitted to said valvechamber and adapted when in one end thereof to cover the .ports g,

g3 and when in the otherV end otsaid chamber to uncover both of saidports, said valve casing containing adnct -g 4connected at one end withthe side ofsaid valve chamber at a point where it is uncovered when thevalve is covering 'the ports g2, g3 and vice versa,-whichduct at'itsother end 4 'is in communication with'the auxiliary reservoir.

' 3. In an air brake system, the combination. of a main i reservoir, astraight air train pipe, a valve controlled connection between said'pipeand reservoir, an `automatic.-l train pipe, a connection between saidtwo train pipes.

which connection contains 'a check valve opening toward Ichamber fromwhich the port g2 extends, and having also al duct through which `theauxiliary reservoir is connected with the side of said valve chamber ata point where it `will not be covered by the-containedy valve when theports g2 'and 51" are closed thereby; a valve casing It containingavalvecll ber having two ports g and g2 which lead from -one end oi" saidvalve chamber and are respectively conf nected with the `port g and withthe brake cylinder, and a port lr" leading from the other end' of saidchamber and connected Swith the straight air pipe, and two freelymovable valves located respectively in said valve chambers.

4; I-n an air brakesystem, the combination oi the main reservoir, thestraight air train pipe, 4the automatic train pipe, andvalvedtconnection between said pipes and'said reservoir, an auxiliaryreservoir, and a brake cylinder, with a valve casing G-.containing avalve chamber and ba"- ing ports g' y2 leading from said valve chamhratopposite ends thereof and connected respectively'w'ith theautomaticpipeand the auxiliary reservoir, and having also a poi-tg"s leading from theside of said valve chamber, a

'valve casing R containing a valve chamberl having two ports'1'.,fr2.which lead from one end of `said valve chamber and are-.respectivelyconnected withl the port g3 and with the brake cylinder, and a port r3leading from the yother end of said chamber and connected.y with thestraight air train pipe, and a duct l* v rhichleads from the. lastnamcdu end of the valve chamber and is in communicatlon'with the brakecylinder, two freely movable valves located-'in said two valvechambers,'anda passage-'way which permits air 'to flow from theautomatic ,train pipe to'the' auxiliary reservoiuwhen ports g2 and g3are closed by the valve .'in l In testimonyl whereofhl hereunto ailix lmy signature-in the presence of two witnesses.

n HENRY N. unison.

Witnesses: v

Ansnn'r H ABA'rEs, N. L. BnEsNAN.

